Vehicle wheel assembly having improved monitoring capabilities for various vehicle conditions and monitoring device for accomplishing such monitoring

ABSTRACT

A monitoring device includes a housing adhered to a drop well of a wheel inside of a vehicle tire. The housing rotates with the wheel. An electrical circuit disposed within the housing. The electrical circuit including a load sensing device disposed within the housing. The load sensing device sensing forces exerted on the wheel. A transceiver coupled to the electrical circuit. The transceiver communicates load data sensed by the load sensing device to components exterior of the wheel.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Ser. No. 16/814,011, filedMar. 10, 2020, the disclosures of which are incorporated herein byreference in entirety, which is continuation of U.S. Ser. No.15/759,559, filed Mar. 13, 2018, now U.S. Pat. No. 10,598,541, issuedMar. 24, 2020, the disclosures of which are incorporated herein byreference in entirety, which claims priority to International PatentApplication No. PCT/US16/051606, filed Sep. 14, 2016, the disclosures ofwhich are incorporated herein by reference in entirety, which claimspriority to U.S. Provisional Application Ser. No. 62/218,097, filed Sep.14, 2015, the disclosures of which are incorporated herein by referencein entirety.

BACKGROUND OF THE INVENTION

The present invention relates generally to vehicle wheel assemblies andin particular to a vehicle wheel having improved monitoring capabilitiesfor various vehicle conditions and monitoring device for accomplishingsuch monitoring.

Full size trucks in addition to heavy duty trucks are subject to weightrestrictions when driving along certain traveled roads. Loads in thevehicle may be detected by weight sensors integrated on the truckitself. Such weight sensors, if incorporated on the truck, may beintegrated to a fixed frame of the vehicle between the chassis of thevehicle and the bed of the vehicle. These respective load sensors arededicated to the only sensing the weight in the bed of the truck. Suchsensors do not provide other data for other vehicle conditions nor aresuch sensors designed for sensing other conditions or positioned forsensing other conditions such, weight distribution, temperature, as tirepressure camber of the wheel. Such load conditions as well as othersensed operating conditions can affect how a vehicle system operativelyreacts. While the information relating to different operating conditionsis useful in controlling vehicle operations, many of the sensedconditions of the vehicle requires a dedicated sensor which is costlyand adds packaging complexity.

SUMMARY OF THE INVENTION

The present invention relates to a vehicle wheel having improvedmonitoring capabilities for various vehicle conditions and monitoringdevice for accomplishing such monitoring.

According to an embodiment, a feature of the invention is to addfunctionality to existing wheels by adding a monitoring device orsystem, including one or more components and associated sensors, to thevehicle wheel. The monitoring device will have the capability to monitorvarious vehicle conditions, such as for example including but notlimited to, wheel clamp load, wheel load, axle load, weightdistribution, ambient temperature, wheel temperature, and tire airpressure.

The information obtained by the sensor can be used to by various systemsincluding, but not limited to, TCS, ABS, EBD, AAR, CMBS, AWD, CTIS, tirewear, and damage control reporting. Such systems can utilize thisinformation for countering instability control issues or makingadjustments to maintain stability. In addition, such information can beprovided to the driver for driver awareness such as overload or unevenloading, unsafe wheel attachment, low tire pressure, or potentialrollover.

Furthermore, a feature of the monitoring device is that the devicepreferably generates sufficient electricity to power itself via one ofseveral technologies that turn kinetic energy into electrical energy.Such energy can be used to drive the electrical components of the sensordirectly or can be used as a power source to charge rechargeable powercells.

An embodiment contemplates a monitoring device that includes a housingadhered to a drop well of a wheel inside of a vehicle tire. The housingrotates with the wheel. An electronic circuit is disposed within thehousing. The electrical circuit includes a load sensing device disposedwithin the housing. The load sensing device senses forces exerted on thewheel. A transceiver is coupled to the electrical circuit. Thetransceiver communicates load data sensed by the load sensing device tocomponents exterior of the wheel.

An embodiment contemplates a monitoring system including a housingadhered to a drop well of a wheel inside of a vehicle tire. The housingrotates with the wheel. An electronic circuit is disposed within thehousing. The electrical circuit includes a load sensing device disposedwithin the housing. The load sensing device senses forces exerted on thewheel. A transceiver is coupled to the electrical circuit. Thetransceiver communicates load data sensed by the load sensing device tocomponents exterior of the wheel. At least one controller controls avehicle operation. The at least one controller receives the load dataand adjusts a vehicle operation in response to the load data.

Other advantages of this invention will become apparent to those skilledin the art from the following detailed description of the invention andpreferred embodiments, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a view of a portion of a vehicle wheel having an improvedmonitoring device configured to be operatively installed thereon inaccordance with this invention.

FIG. 2 is a perspective view of a portion of the monitoring sensorillustrated in FIG. 1 showing internal components of the associatedmonitoring device.

FIG. 3 is a perspective view of a housing cover for the monitoringsensor.

FIG. 4 is a perspective top view of a clamp load spacing device.

FIG. 5 is a perspective view of bottom surface of a clamp load spacingdevice.

FIG. 6 is a perspective view of a wheel incorporating a clamp loadsensor.

FIG. 7 is a system diagram of the monitoring system within the vehicle.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to the drawings, there is illustrated in FIG. 1 embodimentof a monitoring device, indicated generally at 10, which is configuredto be operatively installed on a vehicle wheel 12 in accordance with thepresent invention. The vehicle wheel 12 may be of any type ofconstruction and/or configuration. In addition, the monitoring device 10may be installed on any desired location on the vehicle wheel 12,preferably as illustrated as being located in a drop well 13 of an outerside surface 14 of the wheel 12 by suitable techniques including, butnot limited to, adhesives, fasteners, or the like. The outer sidesurface 14 is defined herein as the side of the wheel that is exposed tothe inside of the tire for enclosing a chamber to maintain tirepressure. The drop well 13 is defined herein as an axial portion ofouter side surface 14 circumferentially formed around the wheel 12 thatis adjacent to a rim leg 15 and a bead hump 16. The monitoring device10, when mounted on the drop well 13 of the outer side surface 14 of thewheel, would be disposed internal within a chamber of a pressurized tireshielded from the external environmental elements.

FIG. 2 illustrates the monitoring device 10 (i.e., less a cover) thatincludes various components for sensing various conditions including,but not limited to, wheel load, wheel clamp load, axle load, weightdistribution, camber, impact loads, ambient temperature, wheeltemperature, and tire air pressure. A chassis body 18 includes a lowerportion of a housing for encasing the various components of themonitoring device 10. A top enclosure or cover 20, as shown in FIG. 3 ,attaches to the chassis body 18 for sealing the components therein.

Referring again to FIG. 2 , the chassis body 18 and the cover 20 aremade of a material that can withstand high temperatures and adversechemicals that can potentially damage electrical components therein. Forexample, since the monitoring device 10 resides within the tire,sulfuric acid may be emitted from the rubber compound of the tire duringoperation of the vehicle and deteriorate the electrical componentstherein if not properly encased. The material used to form the chassisbody 18 and the cover 20 may include, but is not limited to, plastic,nylon, or composites.

The components mounted within the monitoring device 10 include, but arenot limited to, a plurality of piezo elements 22, a plurality ofexcitation masses 24, and a printed circuit board (PCB) 26, and a straingauge 28.

The plurality of piezo elements 22 are used for energy harvesting. Itshould be understood that while discs are illustrated herein, the piezoelements can be other shapes and configurations including, but notlimited to, piezo films. The plurality of piezo elements 22 reacts topressure, acceleration, strain, temperature, and other forces thatgenerate vibrations on the piezo elements. The vibrations are convertedto an electrical charge. Piezoelectric materials that comprise the discpossess crystalline structures. Positive and negative charges of eachpiezo element 22 do not overlap and therefore yield dipole moments. Whenthe crystalline structure is subjected to mechanical vibrations ormotion, a mechanical force or strain is applied to the piezoelectricmaterials which leads to distortion of the dipoles, thereby creating anelectrical charge. The electrical energy can be harvested by storing theenergy in power cells, capacitance devices, or may be supplied directlyto devices of the monitoring device 10. Other types of energy harvestingthat may be utilized include, but are not limited to, a microgeneratorand solar energy.

As shown in FIG. 2 , a plurality of piezo elements 22 includes discs ofdifferent sizes. FIG. 2 illustrates a first piezo element and associatedexcitation mass 30, a second piezo element and associated excitationmass 32, a third piezo element and associated excitation mass 34, and afourth piezo element and associated excitation mass 36 that are disposedat various locations around the monitoring sensor 10. It should beunderstood that the number of associated piezo elements may be more orless than what is shown, and may be located at different locations thatwhat is shown. Frequency limits of piezo elements are typicallydetermined by resonances as set forth by the size and/or shape of thepiezo element. Therefore, multiple piezo elements of different sizes areutilized to capture a large bandwidth of the different frequencies thatmay excite the piezo elements.

To generate vibrations within each piezo element 22, excitation masses24 are disposed with a center of each piezo element 22. Each of theexcitation masses 24 is associated with a respective piezo element. Eachexcitation mass 24 includes a cylindrical portion 35 supported by a stemportion 37.

Each cylindrical portion 35 is positioned a predetermined height aboveeach piezo element 22. Each stem portion 37 extends through a center ofeach piezo element 22. An enlarged side view of the piezo element andexcitation mass is shown in FIG. 2 . It is shown that the stem portion37 associated with the excitation mass/piezo element 32 are monolithicsuch that the stem portion 37 and excitation mass 32 are formed as asingle component. The stem portion 37 associated with excitationmass/piezo element 32 is tapered. The stem portion 37 tapers as it ismounts within the center of the associated piezo element. This allowsfor movement of the excitation mass as the wheel rotates which inducesvibrations in the associated piezo element. In contrast, stem portion 37associated with the excitation mass/piezo element 30 is acylindrical-shaped stem portion. The length and diameter of thecylindrical-shaped stem portion is constructed to allow movement of theexcitation mass for inducing vibrations in the associated piezo element.It should be understood that each of the respective excitation masses ofthe monitoring sensor 10 can use the taper stem portion for allexcitation masses, or can use the cylindrical-shaped stem portion forall excitation masses, or can use a combination of both tapered andcylindrical-shaped stem portions. It should also be understood thatother shapes and configurations can be used.

As the vehicle wheel rotates along a road of travel, each cylindricalportion 35 of each excitation mass 24 sways in various directions. Thestem portion 37 which is coupled to the excitation mass 24 and extendsthrough the center of the piezo element 22 acts on the piezo element 22thereby generating a force on the piezo element 22. The piezo elements22 sense the force applied along a neutral axis which generates chargein a respective direction that is perpendicular to the line of force.The sensed excitation is converted to an electrical charge which isharvested by the power components of the PCB 24.

The cover 20 includes walls 39 that align with the plurality ofexcitation masses 24 when the cover 20 is coupled to the chassis body18. Each of the walls 39 are shaped similar to a shape of the excitationmasses. For example, the excitation masses 24 as shown in FIG. 2 arecylindrical-shaped; therefore, the walls 39 associated with eachexcitation mass are cylindrical shaped. Each wall 39 iscircumferentially larger than a circumference of its associatedexcitation mass. The function of the walls 39 in the cover 20 is torestrict the excitation masses from displacing too far and damaging thepiezo element. As a result, the excitation mass is limited to apredetermined distance that excitation mass is allowed to be displaced.

The PCB 26 includes a power conditioning PCB 40 and a processing PCB 42.The power conditioning PCB 40 and the processing PCB 42 may be a singleintegrated PCB or may be two or more separate PCBs coupled by acommunication medium 44 (e.g., ribbon cable) as illustrated. Two or moreseparate PCBs may be utilized due to a potential curvature of thechassis body 18. Since the wheel itself is arcuate shaped, it ispreferable that the sensor follow the contour of the mounting surface ofthe drop well on which it is mounted. If the monitoring sensor 10 isflat and the chassis body 18 is arcuate-shaped, the chassis body 18 mayhave issues seating within a designated seating location of the chassisbody 18. Therefore, by utilizing two separate PCBs 40 and 42 that areeach smaller than half the length of the chassis body 18, each PCB boardmay be properly seated within the chassis body 44 despite the chassisbody 18 being partially arcuate shaped. If two or more PCBs areutilized, the communication cable 44 is used to communicably couple thePCBs. Alternatively, it should be understood that design alternativesmay be made to the chassis body 18 to accommodate a single PCB boardthat contain the component for both the power conditioning andprocessing.

The power conditioning PCB 40 controls the energy generation andmanagement of the monitoring device 10. The powering conditioning PCB 40includes power cells 46, AC/DC converters 48, a DC/DC converter 50, anda power manager 52.

The power cells 46 include an energy storage device including, but isnot limited to, battery cells. Such battery cells may includelithium-ion battery which exhibits long life longevity. In addition,other types of batteries including rechargeable batteries may beutilized. Preferably, the power cells are rechargeable and are rechargedby the energy harvesting of the piezo elements 22.

The AC-to-DC converter 48 is used as a rectifier to convert energycaptured by the piezo elements 22 by harvesting energy vibrations fromthe piezo elements 22. As set forth earlier, energy harvesting utilizingthe piezo elements 22 generates an electrical charge in the form of analternating current (AC). The AC electrical charge obtained from thevibrations of the piezo elements 22 are rectified by the AC-to-DCconverter 48 for producing a direct current (DC) which can be used torecharge the power cells 46 or possibly directly energize a componentwithin the monitoring device 10.

The DC-to-DC converter 50 is an electronic circuit or electromechanicaldevice that converts a source of direct current (DC) from one voltagelevel to another. The DC-to-DC converter 50 steps up the power level forpower consumption by the various devices on the processing PCB 42.Moreover, the DC-to-DC converter 50 may include an inductive chargingsystem where the vehicle's main power source may be used to inductivelyrecharge the power cells 46 or directly power respective devices of themonitoring device 10.

The power manager 52 is an integrated circuit such as a solid statedevice for managing power requirements by controlling the flow anddirection of electrical power. The power manager 52 provides electronicpower conversion and/or relevant power control functions. The powermanager 52 is enabled to harvest energy from the piezo elements 22 whenenergy is available. The power manager 52 may further provide powercontrols such as voltage supervision and undervoltage protection as wellas energy management, voltage regulation, charging functions, anddynamic voltage scaling with the use of the DC-to-DC converter 50 toallow dynamic voltage scaling. The power manager 52 may further provideenergy in the form of pulse-frequency modulation (PFM) and pulse-widthmodulation (PWM).

The communication medium 44 electrically couples the power conditioningPCB 40 and the processing PCB 42 to provide power transfer and datatransfer between components on the power conditioning PCB 40 and theprocessing PCB 42.

The processing PCB 42 includes devices such as a central processing unit(CPU) 54, amplifiers 56, accelerometer 58, temperature sensor 60, andtransceiver 62.

The CPU 54 is an electronic circuit solid state device that carries outprogram instructions by performing the various functions including, butnot limited to, mathematical functions, logical functions, controls andinput/output (I/O) operations specified by its instructions in itsoperation code. The CPU receives sensing data from the various devices,identifies respective conditions based on the sensing data collected bythe various devices and outputs control signals accordingly.

The amplifiers 56 allow different performance level options to beselected. The amplifiers 56 amplify the differential signals prior tobeing input to the analog-to-digital converter.

The accelerometer 58 measures accelerations of the vehicle and vehiclewheel. Accelerometers are utilized in inertial navigation systems aswell as measuring vibration and shock on vehicles (e.g., impact, bumps,and pot holes). The accelerometer 58 may be used to further determineand monitor the camber of the wheels and rotations of the wheels whichmay assist in determining vehicle acceleration, direction, and speed. Inaddition to the accelerometer 58, similar devices such as a gyrometerand magnetometer may be used to monitor the various conditions describedherein. Furthermore, an inclinometer may be incorporated on the vehicleto determine the inclination of the vehicle. The inclinometer is mountedpreferably on a bottom flat surface of the chassis of the vehicle. Thesensed data by the inclinometer is transmitted to the monitoring device10. Given the incline data from the inclinometer along with the loaddata sensed by the monitoring device 10, the monitoring device candetermine a center of gravity of the vehicle which can be utilized forvarious stability control operations.

The temperature sensor 60 is used to measure temperature of the airwithin the tire which along with the pressure can be used to determinestrategies for vehicle handling capabilities.

Other devices that may be mounted on the board include a board mountedpressure sensor for sensing a tire pressure.

The transceiver 62 is a device that includes a transmitter and areceiver sharing common circuitry within a same chip. The transceiver 62transmits data processed by the CPU 54 to a receiving unit elsewhere inthe vehicle for utilizing the data by one or more controllers forenabling various vehicle applications, which will be discussed in detaillater.

The strain gauge 28, sensor film, or similar is seated on a bottominside surface of the chassis body 18. The strain gauge 28 is used tomonitor impact loads exerted on the wheel under both a dynamic conditionand a static condition. Under a dynamic condition, the vehicle is movingand the strain gauge 28 measures load forces exerted on the wheel as thewheel rotates. The measured loads generate a sinusoidal signal. Bymeasuring and recording the peak of the sinusoidal signal, the load canbe determined based on the peak value recorded.

Under a static condition, the location of the monitoring sensor 10 isdetermined based on monitoring the rotation of the wheel using theaccelerometer. Alternatively, a rotary potentiometer may be mounted onused by mounting the rotary potentiometer on either the wheel itself orinside of the monitoring sensor 10. In a test stage, the wheel isrotated one degree at a time and predetermined loads are applied to thewheel. At each degree increment, the loads are recorded given theposition of the monitoring device 10. Once in production, the monitoringdevice's rotational position is identified via the accelerometer 58. TheCPU 54 maintains a lookup table or similar for correlating the straingauge measurements at the respective positions. Based on the correlationdata, a respective load is determined.

It should be understood that load data can be used in various ways. Forexample, a vehicle may be self monitoring for detecting when the loadbeing carried by the vehicle exceeds a predetermined threshold (e.g.,weight restrictions set forth by city, state, or federal regulations).In another example, a determination may be made whether the vehicle isfront loaded, back loaded, or overloaded. In addition to warning thedriver of such a condition, the suspension may be adaptively modified tocompensate for the improper loading. Moreover, a different brakingstrategy may be applied based on the improper loading. In yet anotherexample, in response to single wheel being improperly loaded, thesuspension of the improperly loaded wheel may be adaptively adjusted tocorrect the improper loading of the single wheel.

FIGS. 4 and 5 illustrate a clamp load device used to house a clamp loadsensor for determining a clamp load of a wheel. Clamp load occurs when abolted joint (e.g., the wheel mounting system) tightly clamps twosurfaces together. Friction of the two mated surfaces along with a forcecreated from clamping the two surfaces together with bolts allows thesurfaces to resist movement. As a result, the amount of friction andclamp load determines a level of resistance of the joint relative tomovement. While the clamp load is created by tightening the boltsagainst the mated surfaces and is normally measured in foot pounds oftorque, variations in the clamping of the surfaces caused by rust orlubrication on the threads can affect a clamp load versus a torquerelationship. In addition, items disposed between the mated surfaces canreduce the joint's friction and also alter the relationship betweenclamp load and the torque. To determine a clamp load, a clamp loadspacing device 64 is positioned between the wheel and the wheel hub. Theclamp load spacing device 64 is arcuately shaped to align with a hubmounting plate of the wheel. The clamp load spacing device 64 includesapertures 66 (i.e., lug nut holes) that align with the lug nut holes ofthe wheel. The clamp load spacing device 64 may segregated into aplurality of sections as shown where each section is mounted between thewheel and the wheel hub for evenly spacing the wheel when mounted to thewheel hub. Alternatively, the clamp load spacing device 64 may be asingle monolithic component formed in a complete circle. The advantageof utilizing a single monolithic spacing device would be for ease ofassembly. Alternatively, utilizing separate spacing devices would reducethe service cost should a clamp load sensor need to be replaced, therebyonly removing a section.

When the wheel is mounted to a wheel hub, a disk portion of the wheelwhich lug nut holes of the wheel are disposed is not entirely planar tothe wheel hub. Rather, the disk portion is partially flared/conicalshaped in a direction toward the wheel hub. As the wheel is mounted onthe wheel hub and lug nuts are secured to the lug bolts, the diskportion deforms such that this portion is substantially planar to thewheel hub when the lug nuts are fully secured. As a result, the diskportion enters a loaded state when secured to the wheel hub. In contrastto actually sensing the torque of the lug nuts, a condition is sensed asto whether the disk portion becomes unloaded from its loaded state whichindicates that the clamp load is decreasing. To detect a decrease in theclamp load which is indicative of the disk portion transitioning fromits loaded state to an unloaded state, a strain or deflection sensor 68is integrated within the clamp load spacing device 64. FIG. 5illustrates the strain or deflection sensor 68 integrated within theclamp load spacing device 64. The clamp load spacing device 64 mayinclude a pocket 70 and associated channel 72 in which the sensor 68 andassociated wiring is seated. Alternatively, the sensor 68 may beintegrally formed as part of the clamp load spacing device 64 usingvarious techniques, such as an over molding technique.

FIG. 6 illustrates the sensor 68 and overmolded clamp load spacingdevice 64 disposed on the hub mounting surface of the wheel. The sensor68 includes a communication channel 76 that extends from the sensor 68to an inductive charger unit 78 that is adhered to an inside sidesurface 74 of the wheel (i.e., near the drop well on the brake side ofthe wheel rim). The sensor 68 is preferably adhered to the inside sidesurface of the wheel by an adhesive, however, other processes may beused to fix the sensor to the wheel well. The deflection of the discportion is monitored by the sensor 68 and is communicated to themonitoring device 10 by the inductive charger unit 70 which is disposedon the opposite wall of the drop well. The inductive charger unit 78 ispowered by an electromagnetic induction scheme using contactless energytransfer. A primary induction coil located in the monitoring device 10energizes a secondary induction coil located in the inductive chargerunit 78. The energy received in the secondary induction coil powers thesensor 68. In addition, the inductive charger unit 78 allowsmessage/data signals to be transmitted in both directions with theassistance of the electromagnetic induction. As a result, clamp loaddata is transmitted from the sensor 68 via the inductive charge unit 70to the monitoring device 10.

FIG. 7 illustrates a system diagram for vehicle applications utilizingthe data obtained by the monitoring device 10. The monitoring device 10is retained on the vehicle wheel 12. The monitoring device 10 includesthe transceiver which communicates wirelessly with a communication unit80 that is disposed within the vehicle but exterior of the vehicle wheel12.

The communication unit 80 is coupled to one or more controllers 82 via acommunication bus 84. Preferably, the communication bus 84 is acontroller area network (CAN) which is a vehicle bus standard designedto allow microcontrollers and devices to communicate with each other inapplications without a host computer. Each controller 82 may be part ofthe vehicle subsystem or may be used to enable a vehicle subsystem forenabling a vehicle operation. Such subsystems may include brakingcontrol systems 84, traction control system 86, steering control systems88, speed control systems 90, driver awareness systems 92, andcommunication systems 94. Various data such as vehicle load, vehicleclamp load, center of gravity, camber angle, steering angle, tirepressure, temperature) may be used individually or cooperatively todetermine which control system should be enabled as well as the controlstrategy to be applied by one or more systems. Moreover, data from othersensors or controllers of the vehicle may be used in cooperation withdata from the monitoring device 10 to determine control strategies andsystem enablement.

Braking control systems 84 may be applied autonomously by dynamicallyapplying braking strategies given the sensed condition. Such controlsystems may include, but are not limited to, anti-lock braking system(ABS), electronic brake-force distribution (EBD), active anti-roll (AAR)system using braking, collision mitigation braking systems (CMBS).

Traction control systems 86 may provide a strategy that distributespower individually to each respective wheel to reduce wheel slip ifloading is applied unequally to one or more wheels.

Steering control systems 88 may provide a steering strategy that may beused individually or in combination with braking to provide collisionavoidance functionality based sensed data associated with the wheels.

Speed control systems 90 such as adaptive speed control can be enabledbased on loading of the vehicle wheels where it is determined thatexcessive speeds may result in stability issues bases on the sensedloads.

Driver awareness systems 92 may be utilized to provide warnings to adriver of the vehicle concerning conditions such as improper loading orwhen a decrease in the clamp load is detected. Such warnings to thedriver may include visual warnings, audible warnings, and hapticwarnings. The device outputting the alert to the driver may be a vehiclebased device or may be a non-vehicle based device (e.g., a smart phone,tablet, computer)

The communication system 94 may allow communication to and from thevehicle with another vehicle (V2V), another entity (V2X), or a cloudservice. Such data communicated to a cloud service may include vehicleimpact data that provides details about a road of travel. For example,carrier entities as well as vehicle insurance companies may utilize theimpact data for determining a condition of a road. Carrier companies ifhauling fragile goods may utilize the data in determining whether theroad of travel is adequate for hauling certain types of goods. Insurancecompanies may provide recommendations to customers as to which road toavoid for preventing damage to a vehicle, such as a potential for bentwheels if pot holes are present.

The principle and mode of operation of this invention have beendescribed in its various embodiments. However, it should be noted thatthis invention may be practiced otherwise than as specificallyillustrated and described without departing from its scope.

What is claimed is:
 1. A monitoring device comprising: a housingconfigured to be secured to an outer side surface of a wheel rim of avehicle wheel inside of a vehicle tire, the housing rotating with thevehicle wheel; an electrical circuit configured to be disposed withinthe housing; and a transceiver coupled to the electrical circuitconfigured to communicate data to one or more components exterior of thevehicle wheel; and a clamp load spacing device for monitoring a clampload of the vehicle wheel, the clamp load spacing device configured tobe secured between a disk portion of the vehicle wheel and a wheel hubwhen the wheel is mounted to the wheel hub, the clamp load spacingdevice configured to sense whether the disk portion of the vehicle wheelbecomes unloaded from a loaded state which indicates that the clamp loadis decreasing to indicate that the disk portion is transitioning fromthe loaded state to the unloaded state; wherein signals relating toclamp load data as sensed by the clamp load spacing device aretransmitted to the electrical circuit to indicate whether the wheel isin the loaded state or is decreasing to indicate that the disk portionis transitioning from the loaded state to the unloaded state.
 2. Themonitoring device of claim 1 wherein the clamp load spacing device issegregated into a plurality of sections or is a single monolithiccomponent formed in a complete circle, wherein each section or thesingle monolithic component is mounted between the wheel disk and thewheel hub for evenly spacing the vehicle wheel when mounted to the wheelhub.
 3. The monitoring device of claim 1 wherein to detect a decrease inthe clamp load which is indicative of the disk portion transitioningfrom the loaded state to the unloaded state, a strain or deflectionsensor is integrated within the clamp load spacing device.
 4. Themonitoring device of claim 3 wherein the strain or deflection sensorintegrated within the clamp load spacing device.
 5. The monitoringdevice of claim 3 wherein the clamp load spacing device includes apocket and associated channel in which the strain or deflection sensorand associated wiring is seated.
 6. The monitoring device of claim 3wherein the strain or deflection sensor is integrally formed as part ofthe clamp load spacing device.
 7. The monitoring device of claim 6wherein the strain or deflection sensor is integrally formed as part ofthe clamp load spacing device by an over molding technique.
 8. Themonitoring device of claim 3 wherein the strain or deflection sensorincludes a communication channel that extends from the strain ordeflection sensor to an inductive charger unit that is configured to besecured to an inside side surface of the vehicle wheel.
 9. Themonitoring device of claim 8 wherein the strain or deflection sensor issecured to the outer side surface of the wheel rim of the vehicle wheelby an adhesive.
 10. The monitoring device of claim 1 wherein theelectrical circuit further includes a primary induction unit, whereinthe primary induction unit energizes a secondary induction unit exposedexterior to the housing, wherein secondary induction unit powers theclamp load spacing device monitoring a clamp load of the wheel securedto a wheel hub, wherein the signals relating to clamp load data assensed by the clamp load spacing device is transmitted to the electricalcircuit via the electromagnetic induction between the secondaryinduction unit and the primary induction unit.
 11. The monitoring deviceof claim 1 wherein the transceiver is in communication with at least onecontroller within the vehicle, the transceiver communicating data to thecontroller, the controller autonomously enabling a vehicle operation inresponse to a determined load.
 12. The monitoring device of claim 1wherein the transceiver communicates load data to a controller forcountering an improper load condition.
 13. The monitoring device ofclaim 1 wherein the transceiver communicates data to a driver awarenesssystem to alert the driver of an improper load condition.
 14. Themonitoring device of claim 1 wherein the transceiver communicates datato a vehicle communication system, wherein the vehicle communicationsystem communicates data to a cloud service.
 15. The monitoring deviceof claim 14, wherein the data communicated from the vehicle to the cloudservice includes impact load data relating to a condition of a vehicleroad.
 16. The monitoring device of claim 1 wherein the transceivercommunicates data including information relating to damage of thevehicle wheel.
 17. The monitoring device of claim 1 wherein thetransceiver communicates data including information relating to camberof the vehicle wheel.
 18. The monitoring device of claim 1 wherein datasensed by the electrical circuit is provided to a braking system tocounter vehicle instability via the braking system, or is provided to atraction control system to counter vehicle instability via the tractioncontrol system, or is provided to anti-roll stability system to countervehicle instability via the anti-roll stability system, or is providedto a speed control system to counter vehicle instability via the speedcontrol system, or is provided to an active suspension system to counterthe improper loading condition.
 19. A monitoring device comprising: ahousing configured to be secured to an outer side surface of a wheel rimof a vehicle wheel inside of a vehicle tire, the housing rotating withthe vehicle wheel; an electrical circuit configured to be disposedwithin the housing; and a transceiver coupled to the electrical circuitconfigured to communicate data to one or more components exterior of thevehicle wheel; and a clamp load spacing device for monitoring a clampload of the wheel, the clamp load spacing device configured to besecured between a disk portion of the vehicle wheel and a wheel hub whenthe wheel is mounted to the wheel hub, the clamp load spacing deviceconfigured to sense whether the disk portion of the vehicle wheelbecomes unloaded from a loaded state which indicates that the clamp loadis decreasing to indicate that the disk portion is transitioning fromthe loaded state to the unloaded state, the clamp load spacing devicebeing generally arcuately shaped and including apertures that areconfigured to align with lug nut holes provided in the disk portion andthe wheel hub; wherein signals relating to clamp load data as sensed bythe clamp load spacing device are transmitted to the electrical circuitto indicate whether the wheel is in the loaded state or is decreasing toindicate that the disk portion is transitioning from the loaded state tothe unloaded state; wherein the clamp load spacing device is segregatedinto a plurality of sections or is a single monolithic component formedin a complete circle, wherein each section or the single monolithiccomponent is mounted between the wheel disk and the wheel hub for evenlyspacing the vehicle wheel when mounted to the wheel hub; wherein todetect a decrease in the clamp load which is indicative of the diskportion transitioning from the loaded state to the unloaded state, astrain or deflection sensor is integrated within the clamp load spacingdevice.
 20. The monitoring device of claim 19 wherein the electricalcircuit further includes a primary induction unit, wherein the primaryinduction unit energizes a secondary induction unit exposed exterior tothe housing, wherein secondary induction unit powers the clamp loadspacing device monitoring a clamp load of the vehicle wheel secured to awheel hub, wherein the signals relating to clamp load data as sensed bythe clamp load spacing device is transmitted to the electrical circuitvia the electromagnetic induction between the secondary induction unitand the primary induction unit.